Collectively, the BMW 3-Series, Mercedes-Benz C-Class and Audi A4 sell in numbers that leave almost no survival space for any other brand. Why? Are they really that much better than the competition from Sweden, Italy and, yes, Japan?
In the end, it’s all about respect. Put your late-model German car’s key on a table and everyone knows you’re successful at what you do. This represents a major hurdle for any manufacturer wanting to stake a claim on sports saloon territory. And Honda really wants the Accord to do exactly that. But it’s not going to be easy.
First impressions count for a lot. And the Honda Accord certainly gets heads turning. Pictures don’t do justice to a shape that, in the flesh, seems to be the result of the designer of the F-117 Stealth fighter jet getting his hands on an early Accord clay model – it’s all sharp lines, blunt angles and menacing detailing. One onlooker said it reminded him of cartoon super-hero Judge Dredd’s helmet!
Comments were generally complimentary, but some criticised the rear end, especially the ‘cliff-like’ bumper. But it’s different, and that’s almost always a good thing. With a CD figure of 0,26, it’s also one of the most erodynamically efficient cars in the world today. Our test car came with optional 17-inch wheels, finished in gunmetal grey, that enhance the car’s overall aggressive, almost touring car racer, look.
The Accord is a big car – almost 20 cm longer than a BMW 3-Series, and higher and wider, too – resulting in a comfortable, spacious cabin with generous head, knee and elbow room all-round. The front seats provide a good mix of comfort and support, although one tester thought they lacked sufficient padding. With both the driver’s chair and the steering wheel offering generous adjustment, there is no reason for anybody to struggle to get comfortable. The steering wheel is just the right size, a useful footrest is provided and the gearlever, topped by a smart aluminium knob, falls perfectly to hand.
Just like the exterior sheet metal, the facia design also boasts several unique styling features. The hangdown section, for example, looks unlike anything else in this segment. It boasts one of the largest volume knobs ever seen in a car, flanked by two separate controllers for the dual-zone climate control system. Ergonomically, the layout works brilliantly. Remote buttons on the steering wheel further ensure that you’ll seldom find it necessary to take your eyes off the road, and on the rare occasions you do, you’ll be glancing at the very large, clearly marked speedometer. So, full marks then for establishing a friendly man/machine interface.
Oddments space is provided by a sizeable box between the seats (with a loose sliding cover that doubles as an armrest), door pockets, a lidded bin at the base of the hangdown section, a small glove compartment, another lidded bin to the right of the steering wheel, and a magazine pocket on the front passenger seatback. Two drink holders are located on the centre console, and two more can be found on the folding rear armrest. Boot space is a competitive 360 dm3, increasing to 968 with the rear seatbacks folded forward.
In terms of build quality, the Accord measures up well – it is very solidly put together – and plastic quality is not that far off the soft-touch standard set by the three Germans. But as for that fake carbon-fibre trim – no thanks!
Standard equipment includes height- and reach-adjustable steering, power windows and door mirrors (heated), cruise control, headlight-level adjuster, remote selective central locking, radio/6-CD front loader, smart leather and cloth upholstery, dual climate control, driver’s seat with height and lumbar adjustment, and power steering. The Accord, which achieved a four-star rating in Euro NCAP crash tests, is equipped with dual front and side, as well as curtain airbags.
The safety package also includes ABS with EBD and BAS and vehicle stability assist (VSA) that can be switched out. The Type-S is powered by an all-aluminium 2,4-litre d-o-h-c engine with intelligent variable timing and lift control (i-VTEC), valve timing control (VTC), and a variable-length intake manifold. The engine features the latest generation programmed fuel injection, coupled to an electronic throttle with ‘drive-by-wire’ control. Interestingly, a cable is still used, but solely to provide a natural feel to the driver: the actual throttle opening is managed electronically.
Maximum power is 140 kW at 6 800 r/min and 220 N.m of torque comes on steam at
a relatively high 4 500. Power is transmitted to the front wheels via a six-speed manual gearbox that was lauded for its quick, accurate shifts. The i-VTEC engine is a refined unit, one that spins up to its 7 300 red line with such ease it comes as a surprise when the needle hits the limiter. But, on our still very new test unit at least, power wasn’t all that forthcoming.
However, it did improve noticeably towards the end of the test period. Honda South Africa makes no performance claims, but some overseas magazines mention a sub eight-seconds 0-100 km/h sprint time. We recorded 9,34 seconds. But it wasn’t only the car’s ‘tightness’ that hampered our efforts to get off the line quickly. The result of every full-bore standing start was severe wheel tramp, the Type-S shuddering and bouncing all the way up to the first gear change. A top speed of 218 km/h was recorded, also down on the 225 km/h claimed overseas. Fuel economy, no doubt aided by smooth aerodynamics, was impressive.
At a steady 100 km/h, the Type-S sipped unleaded at a rate of 6,74 litres/ 100 km. This figure translates to an overall index figure of 9,44 litres/100 km and a calculated tank range of 614 km. The Accord features a typically Honda double-wishbone front and five-link double wishbone rear suspension set-up. A large isolating bush helps to locate the lower A-arms in the front subframe and plays a key role in cutting road noise and irregularities, while at the same time controlling unwanted fore/aft suspension movement.
The rear suspension employs an aluminium hub with an integrated bearing spindle, to reduce unsprung mass and increase rigidity. Anti-roll bars are employed at both ends, and suspension geometry has been tuned to reduce dive and lift, while also giving a stronger self-centring effect to the hydraulically boosted rack and pinion steering. Brakes are 300 mm ventilated discs in front and 260 mm solid discs at the rear. The Accord came to a halt in an excellent average of 2,91 seconds during our emergency braking test routine.
Initially, the Accord driving experience can be described as being rather ‘remote’. Steering is very light, impressively accurate, but somewhat artificial in feel. The suspension does a magnificent job of soaking up bumps without transmitting much to the cabin, and the engine is muted. For silent, smooth highway cruising, you won’t get much better than this. But what about driving enthusiasts? Surely a car that looks like it has just stepped out of Gran Turismo 3 should provide plenty of driving thrills?
Well, the Type-S does justice to its appearance, but really starts delivering the adrenaline-pumping interactive experience when you grab it by the scruff of the neck and shake it. Wind up the engine, be more aggressive with the gearshifts and chuck it into corners.
This seems to be the Accord recipe for driving enjoyment. And it’s a lot of fun. A – because there’s absolutely no laziness in its responses, and B – it keeps the driver informed, the suspension moving around in corners just enough for him/her to judge exactly where the limits of adhesion are. And if the laws of physics are transgressed, the Accord won’t leave you hanging with no options and aim straight for the nearest hedge. The loss of grip occurs progressively, allowing the driver to turn down the wick safely before bystanders start ducking for cover.